Electric vehicle with pitch control device

ABSTRACT

An electric vehicle includes a pitching state quantity detector for detecting quantity of a pitching-motion of the vehicle, a vehicle weight determiner, a pitching target quantity calculator for calculating a target quantity of a pitching motion at least from the determined vehicle weight, and a torque correction calculator for increasing/reducing a driving torque output, according to a particular differential between the detected pitching-motion state quantity and the calculated target quantity.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No.12/637,819, filed Dec. 15, 2009 now U.S. Pat. No 8,195,351, the contentsof which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to electric vehicles, and moreparticularly, to a technique for suppressing a pitching motion of anelectric vehicle.

2. Description of the Related Art

Movement of attitude that is determined by expansion and contraction ofthe suspension mounted on vehicle's front and rear wheels is called thepitching motion, and the attitude changes according to the particulartraveling state of the vehicle or the particular state of the roadsurface. For example, accelerating or decelerating the vehicle generatesa pitching moment, the moment about the gravitational point of center,in the direction where the longitudinal direction of the vehicle chassischanges upwardly or downwardly, and the pitching moment causes thepitching motion. If the road surface on which the vehicle is travelinghas bumps, the pitching motion will also result from vertical vibrationof the front and rear wheels with a difference in time.

In order to suppress such changes in attitude due to the pitchingmotion, the vehicle has a suspension system that includes springs anddampers for damping the vibration of the wheels.

The vehicle is adjustable in both riding comfort and steering stabilityby assigning characteristics to the springs and dampers in thesuspension system, but it is very difficult to balance riding comfortand steering stability. This is because, since riding comfort andsteering stability are contradictory characteristics and since theactual vehicle weight changes significantly with the number ofpassengers and the quantity of goods loaded, optimal data that allowsresponse to all situations is difficult to determine.

Meanwhile, there is known a technique (refer to JP-62-12305-A, forexample) that is intended for complementing the functionality of asuspension by controlling the driving force of the vehicle to stabilizethe attitude of the vehicle chassis. The technique described inJP-62-12305-A suppresses the pitching motion of the vehicle byresponding appropriately. More specifically, if the front wheel of thevehicle chassis moves upward, the vehicle is reduced in driving torqueby utilizing road-surface repulsion to reduce the moment applied in thedirection that the front wheel moves upward, and conversely if the frontwheel moves downward, the vehicle is increased in driving torque byutilizing road-surface repulsion to increase the moment applied in thedirection that the front wheel moves upward.

SUMMARY OF THE INVENTION

The conventional technique disclosed in JP-62-12305-A, however, operatesthe vehicle so that in order to suppress the pitching motion of thevehicle chassis, the driving torque of the vehicle is increased/reducedwith a phase inverse to that of the pitching motion.

However, the absence of a system in which the control gain fordetermining the increase/reduction rate is effectively varied accordingto the particular state of the vehicle has posed a problem in that forexample, when the vehicle weight significantly changes with a change inthe number of passengers or in carrying load, the necessaryincrement/decrement in torque will also change to make appropriateincrease/reduction control of the driving torque impossible.

In addition, since the driving torque of the vehicle isincreased/reduced to cancel the magnitude itself of the pitching motionoriginally unavoidable during speeding-up/slowdown, the driving torquerequired for the acceleration/deceleration is liable to be reduced morethan necessary and thus result in reduced vehicle controllability, whichis undesirable.

The present invention has been made with attention focused upon theabove problems, and an object of the invention is to provide apitching-controllable electric vehicle adapted to control a pitchingmotion of the vehicle properly by controlling a driving force thereof inorder to suppress any changes in attitude due to the pitching motion,and to enhance steering stability, while at the same time ensuringproper riding comfort of passengers, even in case of significant changesin vehicle weight due to increases/decreases in the number of passengersor in the quantity of goods loaded.

In order to achieve the above object, an electric vehicle according tothe present invention comprises a drive including a motor and acontroller; the electric vehicle comprising: pitching state detectionmeans for detecting a state of a pitching motion of the vehicle; vehicleweight determination means for determining weight of the vehicle;pitching target quantity calculation means for predicting apitching-motion state quantity of the vehicle from a traveling statethereof and from the determined vehicle weight; a torque correctioncalculator for increasing/reducing a driving torque output from thedrive; and control gain varying means for adjusting a control gain ofthe torque correction calculator according to a magnitude of the vehicleweight.

In order to achieve the above object, another electric vehicle accordingto the present invention comprises a drive including a motor and acontroller; the electric vehicle further comprising pitching statedetection means for detecting a state of a pitching motion of thevehicle, vehicle weight determination means for determining vehicleweight thereof, pitching target quantity calculation means forcalculating a pitching state quantity of the pitching motion of thevehicle on the basis of the traveling state and weight of the vehicle, atorque correction calculator for increasing/reducing a driving torqueoutput from the drive, and control gain varying means for changing aninternal control gain of the torque correction calculator asappropriate; wherein the torque correction calculator increases/reducesthe driving torque of the drive according to a particular differentialbetween the pitching-motion state quantity that the pitching statedetection means has detected, and the target quantity that the pitchingtarget quantity calculation means has calculated, and the control gainvarying means adjusts the control gain of the torque correctioncalculator according to a particular output value of the vehicle weightfrom the vehicle weight determination means.

The present invention is advantageous in that even ifincreases/decreases in carrying load and in the number of passengerscause significant changes in vehicle weight, the passengers or thecarrying load is stabilized and steering stability can also be enhanced.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a total configuration block diagram of a pitching controldevice in an electric vehicle according to an embodiment of the presentinvention;

FIG. 2 is a diagram schematically illustrating a pitching motion of thevehicle;

FIG. 3 is a diagram illustrating a flow of processing in the pitchingcontrol device of the electric vehicle according to the embodiment;

FIG. 4 is a diagram that schematically represents input/output signalsof the pitching control device existing under an unloaded state of theelectric vehicle; and

FIG. 5 is a diagram that schematically represents input/output signalsof the pitching control device existing under a loaded state of theelectric vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The best mode of carrying out the present invention, based upon anexemplary embodiment, will be described hereunder.

First, a configuration of the present invention will be described.

FIG. 1 is a total configuration block diagram of a pitching controldevice or a pitch control device in an electric vehicle according to anembodiment of the present invention. The electric vehicle applying theembodiment of the present invention is described below using FIG. 1.

An accelerator pedal 101 and a brake pedal 102 are operating parts forinput of a driver's accelerating request and decelerating request, andboth pedals are connected to a driving torque command data calculator103. The driving torque command data calculator 103 calculates necessarydriving torque command data based upon the driver's accelerating anddecelerating requests. The driving torque command data that the drivingtorque command data calculator 103 has calculated is input to a pitchingtarget quantity calculation means 104 as well as to a drive 106.

The pitching target quantity calculation means 104 estimates anacceleration of the vehicle from the input driving torque command data,and calculates a pitching target quantity from the acceleration of thevehicle, weight thereof, inertial moment thereof, height of agravitational center thereof, pitching rigidity of a suspension, andother vehicle parameters relating to traveling states of the vehicle.The thus calculated pitching target quantity, after removal of itsdifferential relative to an actual pitching state quantity, is input toa torque correction calculator 105.

Conversely to the pitching target quantity calculation means 104, thetorque correction calculator 105 calculates, from the input offset valueof the pitching target quantity, the amount of driving torque correctionneeded to correct the amount of pitching, on the basis of the vehicleparameters. The driving torque command data that the driving torquecommand data calculator 103 has calculated is corrected before theamount of driving torque correction that the torque correctioncalculator 105 has calculated is input to the drive 106. The drive 106has a motor and a controller, neither of which is shown, and thecontroller that has received the corrected driving torque command datadrives the motor that connects to driving wheels, for example.

An actual plant 107 represents a response of a pitching motion in anactual vehicle. The actual vehicle has its actual pitching statequantity measured by a pitching state quantity detector 108 and thenconverted into a physical quantity, such as a pitching angle change orpitch rate (pitching angular velocity), that can be used in the controldevice. For example, detection with the pitching state quantity detector108 would employ a method such as: detecting an attitude of the vehiclechassis from differential height by use of stroke sensors of thevehicle's front and rear suspensions; calculating the attitude of thevehicle chassis by estimating a change in position from a load exertedupon the suspension system; or calculating a change rate of the attitudeof the vehicle chassis by estimating, from the acceleration acting upona spring of the suspension system, a force that has been input to thevehicle chassis.

A major flow of control in the pitching control device for the electricvehicle in the present embodiment is as described above.

In the present embodiment, the pitching control device further includesa vehicle weight determination unit 109. The vehicle weightdetermination unit 109, mounted in the vehicle so as to calculate wheelloads of each wheel by multiplying, by a known suspension springconstant, the displacement of the corresponding suspension that has beendetected using an element such as the stroke sensor of the suspension,and totalize the calculated wheel loads, is adapted to determine totalvehicle weight that includes passengers, a carrying load, and the likeas the pitching quantity described above. More accurately, the totalvehicle weight in this case means weight of the vehicle chassis sidesupported by the suspension springs, and this weight is exclusive ofweights of tires present under the springs, weights of the wheels andbrakes, and weight of the motor existing when connected directly to thetires.

In addition to the above, a clearance between the vehicle chassis andthe ground surface is measured, strain sensors are installed at aload-indicating section of the vehicle chassis and that of thesuspension system, and other measuring/detecting elements are arranged.A method of weight determination, therefore, is not limited.

On the basis of the vehicle weight information thus obtained by thevehicle weight determination unit 109, a control gain varying element110 conducts necessary changes and adjustments upon coefficients ofnumerical expressions and formulae for calculation of the pitchingtarget quantity and driving torque correction data in theabove-described pitching target quantity calculation means 104 andtorque correction calculator 105. An appropriate pitching targetquantity and appropriate driving torque correction data can thus becalculated, even if the vehicle weight changes. Among the most importantvehicle parameters in handling the pitching motion is the vehicleweight, and any changes in the vehicle weight needs to be appropriatelyincorporated into the control device before effective pitching controlcan be realized.

In the electric vehicle that implements the pitching control describedin the present embodiment, therefore, since the above constituentelements can be used to incorporate the vehicle weight changes into thecontrol, the passengers or the carrying load can be stabilized, even ifthe vehicle weight changes, and hence, steering stability can beenhanced. This pitching control method is particularly suitable fortransport devices such as trucks whose vehicle weights changesignificantly with a weight change of the carrying load.

Additionally, the pitching state detector may be an acceleration sensormounted above the suspension system or in a neighboring region thereof.

Use of the acceleration sensor mounted above or near the suspensionsystem makes measurable a magnitude of an acceleration of a verticalmotion of the vehicle chassis, applied to upper sections of each axle ona chassis during the pitching motion. This feature, in turn, yields anadvantageous effect in that the pitching acceleration of the vehicle anda pitching velocity based upon integration of the pitching accelerationcan be easily measured. In addition, since acceleration sensors are, ingeneral, inexpensive in comparison with other sensors such as strokesensors, the use of the acceleration sensor is effective for reducing atotal system cost.

The flow of pitching control in the electric vehicle of the presentembodiment has been described above. More specific examples offormulation for the pitching motion, and of processing in the pitchingtarget quantity calculation means 104 and torque correction calculator105, are described in detail below.

FIG. 2 is a diagram schematically illustrating the pitching motion ofthe vehicle. Referring to FIG. 2, the vehicle chassis 201 issupportingly coupled to the front and rear wheels 203 and 204 by thefront and rear suspensions 205 and 206, respectively, and the vehiclechassis 201 is thus supported. Let the weight of the vehicle chassis 201be defined as “m” in FIG. 2, the inertial moment in the pitching motionas “I”, a moment of the pitching motion as “M”, and the amount ofpitching as “θ”.

Also, suppose that rigidity of the suspension system against thepitching motion is “K” and that a damping value is “C”. Additionally,FIG. 2 assumes that the vehicle chassis 201 has a road clearance of “h”at a gravitational point of center, 202, thereof and that distances fromthe front wheel 203 and the rear wheel 204 to the gravitational point ofcenter are “I_(f)” and “I_(r)”, respectively.

If the driving torque command value that has been output from thedriving torque command data calculator 103 is taken as “T_(a)”, and atire diameter of the driving wheel, as “r_(t)”, the acceleration of thevehicle, “a_(x)”, can be expressed asa _(x) =T _(a) /mr _(t)  (1)where no tire slippage is assumed.

Consider here the amounts of load shift, “F_(f)” and “F_(r)”, of thefront and rear wheels due to an accelerating motion of the vehicle.Since a longitudinal accelerating motion of the gravitational point ofcenter, 202, that is present at the height of “h” above the ground issupported with respect to the ground surface at the longitudinaldistances of “I_(f)” and “I_(r)”, the amounts of load shift, “F_(f)” and“F_(r)”, that are forces then exerted upon the ground surface, areexpressed as follows with the downward force taken as plus:F _(f)=−2a _(x) mh/(I _(f) +I _(r))  (2)F _(r)=2a _(x) mh/(I _(f) +I _(r))  (3)

The moment M about the gravitational point of center due to the loadshifts can be expressed as follows if a clockwise direction is taken asplus in FIG. 2:M=−F _(f) I _(f) +F _(r) I _(r)  (4)

Substituting expressions (2) and (3) into expression (4) gives thefollowing moment M about the gravitational point of center:M=2mh·a _(x)  (5)

If a static balance of forces is considered, the amount of pitching, θs,that is obtained at this time appears as follows:θs=M/K=(2mh/K)a _(x)  (6)

More simply, calculation of a pitching target value by the pitchingtarget quantity calculation means 104 can use expression (6).

Meanwhile, a dynamic transfer function of the pitching motion of thevehicle chassis 201 due to the moment M about the gravitational point ofcenter is expressed asθ(s)/M(s)=1/(Is ² +Cs+K)  (7)so the amount of pitching that allows for up to dynamic characteristicsof the suspension system can be expressed as follows by substitutingexpression (5) into expression (7):θ(s)=2mh/(Is ² +Cs+K)·a _(x)(s)  (8)

The pitching target value desirably uses the amount of pitching, θ, thatis calculated using expression (8)′, wherein C_(t) is a damping valuethat allows for compatibility between riding comfort, immediateresponsiveness to acceleration/deceleration, and drivability.θ(s)=2mh/(Is ² +C _(t) s+K)·a _(x)(s)  (8)′The numerical expressions described above do not include any impacts ofthe moment due to driving repulsion, upon a suspension arm. However,these impacts due to the driving repulsion need to be further taken intoaccount in the actual control, but a magnitude of the impacts is notdescribed herein since it significantly differs according to aparticular type of the suspension system.

The method as described above allows the pitching target quantitycalculation means 104 to calculate the pitching target quantity and takethe differential relative to the actual pitching state quantity measuredby the pitching state quantity detector 108. In this manner, a pitchingmomentum that requires correction based upon control can be calculated.

It suffices for the torque correction calculator 105 to calculate anecessary acceleration/deceleration “a_(c)” from an offset

θ of the pitching target quantity, and determine a necessary drivingtorque correction value. For ease in processing, expression (6) can beused in an inverse form to calculate the acceleration/decelerationrequired for the correction of the pitching motion. More specifically,the acceleration/deceleration “a_(c)” can be obtained by solving, forthe acceleration “a_(x)”, expression (6) for calculating the amount ofpitching, θs, from the acceleration “a_(x)”. That is to say, theacceleration/deceleration “a_(c)” expressed bya _(c) =G _(k)·(K/2mh)·Δθ  (9)is the physical quantity required for control. Referring to expression(9), “G_(k)” is a proportional control gain for the amount of pitching.Additionally, apart from this discussion, if a control target value forthe pitching motion is to be handled as a reduction in pitch rate (i.e.,pitch rate target value=0), an acceleration/deceleration “a_(d)”expressed bya _(d) =G _(d)·θ′  (10)can be used to control the damping of the pitching motion independentlyof the dynamic characteristics of the system. Referring to expression(10), θ′ is the pitch rate and “G_(d)” is a differential control gainfor the amount of pitching. It follows from the above that the drivingtorque value as obtained by execution of the pitching control calculatedusing expressions (9) and (10) will be:a _(cont) =a _(x) −a _(c) −a _(d)  (11)A controller with a transfer function which allows for the dynamiccharacteristics of the entire closed-loop system while at the same timesatisfying the acceleration/deceleration “a_(cont)” is preferablydesigned for the torque correction calculator 105.

General vehicles employ nonlinear springs in respective suspensionsystems to achieve compatibility between riding comfort and steeringstability. In general, therefore, the rigidity K of the suspensionsystem in the foregoing expressions becomes a function of the vehicleweight “m”, and a change in the vehicle weight “m” also changes theamount of deflection of the suspension system to nonlinear. As thenumber of passengers and/or the weight of the load changes, thegravitational position of the vehicle chassis also changes, which inturn varies the gravitational height “h” significantly with the changein the amount of deflection of the suspension system. These factors needto be considered when a control system design adapted to accommodatesuch volumetric changes is conducted for the pitching target quantitycalculation means 104 and the torque correction calculator 105.

FIG. 3 is a diagram illustrating a flow of processing in the pitchingcontrol device of the electric vehicle according to the presentembodiment. In step S01, the control device first checks for a change invehicle weight. If a change in vehicle weight due to a change inload-carrying state is detected, the control device changes the controlgain in step S02. In step S03, the control device calculates thepitching target value based upon the acceleration/deceleration that hasbeen determined from the amounts of operation of the accelerator andbrake pedals. Next, the control device measures the actual pitchingstate quantity of the vehicle in step S04.

In step S05, the control device calculates the torque correction valuefrom the differential between the pitching target value and the actualpitching state quantity. Finally, in step S06 the control device outputsan appropriate control value to the outside (i.e., the driving torquecommand value that has been corrected with the driving torque correctionvalue is output to the drive 106). This completes processing.

As described above, the control device for controlling the pitchingmotion of the vehicle needs to be constructed to allow adjustment to thecontrol gain allowing for the vehicle weight (and the pitching inertialmoment of the vehicle chassis), and the pitching control device in theelectric vehicle of the present embodiment uses the control gain varyingelement 110 to conduct control gain changes/adjustments based upon thevehicle weight information obtained by the vehicle weight determinationunit 109.

FIGS. 4 and 5 are diagrams that schematically represent input/outputsignals of the pitching control device existing when it changes/adjuststhe control gain in the electric vehicle of the present embodiment. FIG.4 represents an unloaded state of the vehicle, and FIG. 5 represents aloaded state of the vehicle. Both figures assume that the vehicle is ina stopped condition after decelerating at a constant slowdown rate froma certain time.

If it is assumed that the vehicle is decelerating for the amounts ofpitching in the figures to be essentially of the same level, themeasured amounts of pitching are input to the pitching control device,so this means that the input signals are essentially of an equal level.If the input values to the pitching control device are essentiallyequal, control outputs are also essentially equal, but since thepitching control device in the electric vehicle of the presentembodiment changes/adjusts the control gain according to the particularvehicle weight, a magnitude of the control outputs varies according tothe vehicle weight, even if the input values are essentially equal. Bothfigures indicate increases in the vehicle weight “m” and the nonlinearspring constant “K” of the suspension due to presence of the controlgain varying element 110, and hence, increases in control gain.

As described above, in the present embodiment, the control gain varyingelement 110 changes/adjusts the control gain on the basis of the vehicleweight information obtained by the vehicle weight determination unit109. Thus, changes in vehicle weight are incorporated into control, andreliable and highly precise control insusceptible to any changes in theloading state of the vehicle can be achieved, even in such transportdevices as the trucks whose vehicle weights significantly change with avolumetric change in truckload, in particular.

Next, the pitching state quantity detector 108 is described below. Asdescribed above, the pitching state quantity detector 108 detects theattitude of the vehicle from, for example, the differential heightobtained using the stroke sensors of the front and rear suspensiondevices. However, the detection requires installing a special devicethat measures the suspension stroke.

In recent years, a suspension system that uses an air pressure or an oilpressure is coming into common use primarily in trucks, buses, and thelike, for improved controllability of riding comfort. In order to meetoperational necessity of the suspension systems in these vehicles, apressure sensor for measuring the pressures of the air or oil used assupport media, is preinstalled for load measurement of the suspension.Vehicles with a normal suspension system inclusive of a load sensorpreinstalled for optimal vehicle load, as well as of the above pressuresensor, are also present and these vehicles further have an ability tomanage the load on a quantitative basis. Use of the load sensorpreinstalled in each such vehicle makes control device cost reductionachievable.

Both the pressure sensor in the hydraulic or pneumatic type ofsuspension system and the load sensor in the normal type of suspensionsystem allow easy calculation of suspension displacements, based uponthe suspension spring constant of the vehicle, so that these sensors maybe used as a substitute for the stroke sensors. This, in turn, allowscost reduction of the control device and enhancement of reliabilitythrough reduction in the number of parts required.

Next, the vehicle weight determination unit 109 is described below. Asdescribed above, the vehicle weight determination unit 109 calculatesthe wheel loads of each wheel by, for example, multiplying, by a knownsuspension spring constant, the displacement of the correspondingsuspension that was detected using an element such as the stroke sensorof the suspension system, and totalizes the calculated wheel loads. Inthis case, however, there is a need, for example, to measure theconstant of the suspension spring beforehand and store the measuredvalue into the control device.

Vehicles in recent years usually have an anti-lock brake system, ananti-skid brake system, and/or other advanced vehicle-chassis controldevices for the purpose of enhancement of safety, and an accelerationsensor for measuring the longitudinal acceleration of the vehiclechassis is preinstalled in these vehicles.

In electric vehicles, a driving torque value can be estimated veryaccurately from a current supplied to a motor. Since the vehicle weightis accurately calculable from the driving torque value and theacceleration of the vehicle chassis, therefore, data measurements onthese factors may be used as a substitute for the vehicle weightmeasurement based upon the load sensor. This also allows cost reductionof the control device and the enhancement of reliability throughreduction in the number of parts required.

In addition, it has been described in the above embodiment that thepitching state quantity detector 108 detects the pitching angle from,for example, the differential height by use of the stroke sensors of thefront and rear suspensions, but as in foregoing expression (10), thepitching angle itself is unnecessary for the calculation of the torquecorrection value. Instead, the pitch rate may suffice. If this is thecase, there is an advantage in that noise-free measurement signals canbe obtained at lower costs by calculating the speed based uponintegration of the data measurements of the acceleration sensor mountedat an upper section of the suspension, rather than by differentiatingdata measurements using generally expensive stroke sensors. Thissimplifies the sensor configuration, enabling cost reduction of thecontrol device and the enhancement of reliability through reduction inthe number of parts required.

Additionally, a particular method of vehicle operation may cause almostno significant changes in vehicle weight, rendering highly accuratemeasurement of the vehicle weight unnecessary each time the vehicle isoperated. For a truck used in such applications as transporting aspecific load between two sites by shuttle, since only a fully loadedstate and an unloaded state exist, these states may be detected using,for example, a load existence detection switch, if not measured with anexpensive sensor. More conveniently, it usually suffices just to havethe vehicle driver selectively enter whether the load is present orabsent, with a switch. Even for passengers, not the load, recentvehicles usually have seat sensors to deliver a seat-belt warning interms of safety, and using these sensors makes the number of passengersreadily identifiable, so an appropriate weight of the vehicle may becalculable from the number of passengers. This simplifies themeasurement of the vehicle weight, enabling cost reduction of thecontrol device and the enhancement of reliability through reduction inthe number of parts required.

The example in which only the fully loaded state and the unloaded statemay exist for the truck used in such applications as transporting aspecific load between two sites by shuttle has been introduced in theabove embodiment. In these applications, it is common that an outwardroute and a homeward route are always used under the fully loaded stateand the unloaded state, respectively. In such a case, if it isidentifiable whether the vehicle is on its outward route or its homewardroute, this means that the appropriate vehicle weight can be estimated.

In transport to and from private land such as a mine, if the outwardroute and the homeward route are separate routes, setting up markers onthe road to allow the vehicle to detect which of the routes will makethese markers usable as an alternative for measuring the vehicle weight.If the markers or the like is difficult to set up for a reason such asthat of the road being a public road, another possible alternative wouldbe by measuring routes with a GPS device. This simplifies themeasurement of the vehicle weight, enabling cost reduction of thecontrol device and the enhancement of reliability through reduction inthe number of parts required.

Next, the control gain varying element 110 is described below. Timing ofthe control constant change/adjustment by the control gain varyingelement 110 has not been defined in the foregoing description. However,a real-time change in vehicle weight usually does not happen duringtraveling, it should be avoidable to repeat load measurement, and thecalculation, modification, and/or adjustment of the control constant,during control device operation. Otherwise, limited calculationresources of the control device will be wasted, which will in turn leadto unnecessary consumption of a processor memory or in a shortage of CPUpower. In general, the vehicle weight is considered to change when thevehicle is unloaded or when passengers get on and off the vehicle.Therefore, a door, for example, that opens and closes during unloadingmay have a switch and then an update operation on the control constant,such as a change and/or an adjustment, may be performed in open/closetiming of the door. This improves the processor of the control device inefficiency, thus allowing cost reduction of the control device.

Other timing of the control constant change/adjustment by the controlgain varying element 110 is described below. While the vehicle weighthas been regarded as variant in the open/close timing of the door in theabove description, the vehicle, as with a dump truck or a containertruck, may not have a door and may use a shovel or a forklift truck toload.

In such a case, the vehicle speed may be monitored in advance and thenduring its stop, update operations on the control constant, such aschanges and/or adjustments, may be performed assuming a possibility ofthe vehicle being unloaded. Alternatively, speed detection may bereplaced by side brake switch detection. This improves the processor ofthe control device in efficiency, thus allowing cost reduction of thecontrol device.

The above description of the present embodiment is summarized below. Thepitching control device in the electric vehicle of the presentembodiment calculates the pitching target quantity from theacceleration/deceleration or other traveling states of the vehicle andthen calculates the torque correction value thereof forincreased/reduced driving torque, based upon the differential relativeto a detected actual pitching quantity of the vehicle. The controldevice further provides appropriate adjustment of the control gain, acoefficient for calculating the torque correction value, according tothe magnitude of the vehicle weight most closely correlated to thepitching momentum caused by the increase/decrease in driving torque.This, by controlling the driving force of the vehicle, properly controlsthe pitching motion thereof, thus allowing the driving torque to befurther controlled at any time and appropriately, even if the vehicleweight is significantly changed by changes in load and in the number ofpassengers, and the vehicle to enhance steering stability while ensuringthe passengers' riding comfort.

In the pitching control device in the electric vehicle of the presentembodiment, a load sensor built into the suspension system may be usedas the pitching state quantity detector. Thus, the magnitude of theloads upon each wheel or upon axles can be measured.

If each suspension has a known spring constant, dividing a measured loadvalue by the spring constant facilitates conversion into suspensionstroke form. There is a further advantageous effect in that the vehicleweight can likewise be accurately measured by totaling measured data ofthe entire vehicle.

In addition, in the pitching control device in the electric vehicle ofthe present embodiment, the vehicle weight can be accurately estimatedon a calculation basis if the acceleration/deceleration energy that hasbeen calculated from the driving torque value output from the drive isdivided by the vehicle acceleration measured with the accelerationsensor mounted in the vehicle chassis. This provides a furtheradvantageous effect in that accurate calculation of the pitching targetquantity and control gain adjustment value based upon the accuratevehicle weight can be implemented.

Furthermore, the pitching control device in the electric vehicle of thepresent embodiment may use a sensor switch adapted to detect a loadingstate of the load or passengers on a load-carrying platform or on seats,a selector switch that the driver can directly operate, or any otherload-existence indicator switch. The use of any such switch is effectivein that the appropriate adjustment of the control gain becomesachievable, even without a sophisticated mechanism or an expensivesensor, by selecting a preset vehicle weight value and using thisvehicle weight information in the pitching control device.

Further alternatively, after acquisition of some kind of traveling routeinformation such as position information based upon road-mounted markersor GPS, the loading state of the vehicle may be estimated from theposition on the particular route or from other traveling stateinformation such as whether the vehicle is on its outward route or itshomeward route, then the preset vehicle weight value may be selectedaccording to the estimated loading state, and the vehicle weightinformation may be used in the pitching control device. This alternativemethod yields an advantageous effect in that the appropriate adjustmentof the control gain becomes achievable, even without a sophisticatedmechanism or an expensive sensor.

Besides, in the pitching control device in the electric vehicle of thepresent embodiment, after detection of an on/off switch state on openingand closing of doors for passengers access to and exit from the vehicleor for loading/unloading or on other such events, if the door isopened/closed, the number of passengers or the load may be judged tohave changed, and an estimated value of the vehicle weight may beupdated to renew the control gain adjustment value. This yields aneffect in that the control gain can be adjusted in the appropriatetiming.

Moreover, in the pitching control device in the electric vehicle of thepresent embodiment, after vehicle stop determination based upon vehiclespeed detection, it may be judged that changes in the number ofpassengers or in the load are likely to occur with the vehicle stop, andthe estimated value of the vehicle weight may be updated to renew thecontrol gain adjustment value. This yields an effect in that the controlgain can be adjusted in the appropriate timing.

A further detailed configuration of the present invention is not limitedto or by the above embodiment, and any design changes or the likeinstituted without departing from the scope of the invention areembraced in the invention.

1. An electric vehicle with a drive including a motor and a controller,the vehicle comprising: pitching state quantity detection means fordetecting a pitching-motion state quantity of the vehicle; vehicleweight determination means for determining weight of the vehicle;pitching target quantity calculation means for calculating a targetquantity of a pitching motion of the vehicle at least from thedetermined vehicle weight; and a torque correction calculator forincreasing/reducing a driving torque output from the drive; wherein: thetorque correction calculator increases/reduces the driving torque of thedrive according to a particular differential between the pitching-motionstate quantity that the pitching state quantity detection means hasdetected, and a target quantity that the pitching target quantitycalculation means has calculated.
 2. The electric vehicle according toclaim 1, wherein the pitching state quantity detection means is a loadsensor built into a suspension system.
 3. The electric vehicle accordingto claim 1, wherein the pitching state quantity detection means is anacceleration sensor mounted above the suspension system or in aneighboring region thereof.
 4. The electric vehicle according to claim1, wherein the vehicle weight determination means calculates the vehicleweight from a driving torque value output from the drive, and from avehicle chassis acceleration measured by an acceleration sensorinstalled on the vehicle.
 5. The electric vehicle according to claim 1,wherein the vehicle weight determination means selects a preset vehicleweight based on a loading state of the vehicle and a state of a switchwhose setting position is adapted to be selected by drivers' operation.6. The electric vehicle according to claim 1, wherein the vehicle weightdetermination means selects a preset vehicle weight based on a travelingroute of the vehicle and a direction of the route.
 7. A pitching controldevice for an electric vehicle with a drive including a motor and acontroller, the control device comprising: pitching state quantitydetection means for detecting a pitching-motion state quantity of thevehicle; vehicle weight determination means for determining weight ofthe vehicle; pitching target quantity calculation means for calculatinga target quantity of a pitching motion of the vehicle at least from thedetermined vehicle weight; and a torque correction calculator forincreasing/reducing a driving torque output from the drive; wherein: thetorque correction calculator increases/reduces the driving torque of thedrive according to a particular differential between the pitching-motionstate quantity that the pitching state quantity detection means hasdetected, and a target quantity that the pitching target quantitycalculation means has calculated.
 8. The electric-vehicle pitchingcontrol device according to claim 7, wherein the pitching state quantitydetection means is a load sensor built into a suspension system.
 9. Theelectric-vehicle pitching control device according to claim 7, whereinthe pitching state quantity detection means is an acceleration sensormounted above the suspension system or in a neighboring region thereof.10. The electric-vehicle pitching control device according to claim 7,wherein the vehicle weight determination means calculates the vehicleweight from a driving torque value output from the drive, and from avehicle chassis acceleration measured by an acceleration sensorinstalled on the vehicle.
 11. The electric-vehicle pitching controldevice according to claim 7, wherein the vehicle weight determinationmeans selects a present vehicle weight based on a loading state of thevehicle and a state of a switch whose setting position is adapted to beselected by drivers' operation.
 12. The electric-vehicle pitchingcontrol device according to claim 7, wherein the vehicle weightdetermination means selects a preset vehicle weight based on a travelingroute of the vehicle and a direction of the route.